Speed-regulator for explosive-engines.



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PATENTED JULY 25, 1905.

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- A. MAEKMAN. SPEED REGULATOR EOE EXELOSIVE ENGINES.

APPLIOATION FILED DEC 19. 1903 PATENTED JULY 25, 1905. A. MARKMAN. SPEED REGULATOR FOB. EXPLOSIVE ENGINES.

APPLICATION FILED DEO.19, 1903.

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PATENTED' JULY 25, 1905.

A. MARKMAN.

APPLICATION FILED DEG.19, 1903.

SPEED REGULATOR POR EXBLOSIVE ENGINES.

PATENTED JULY 25, 1905.

A. MAEKMAN. A SPEED REGULATOR EUR EXPLOSIVE ENGINES.

APPLICATION FILED DEG.19, 1903.

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SPEED-REGULATOR FOR EXPLOSlVE-ENGINES.

Specification of Letters Patent.

Patented July 25, 1905.

Application filed December 19, 1903. Serial No. 185,811.

T0 all whom, t may concern,.-

Be it known that l, ANTON MARKMAN, a citizen of the United States, residing in Jersey City, in the county of Hudson and State of New Jersey, have invented certain new and useful Improvements in Speed-Regulators foi Explosive-Engines, of which the following is a specification.

This invention relates to engines that are driven by the explosion of a mixture of a hydrocarbon gas and air in an ignition-chamber adjacent the cylinder, and has for its object the provision of means for regulating the speed of such engines in a positive and thoroughly ei'licient manner through the use of the air acting as a cooling agent for the same.

A further object of the invention is to provide a device of the class stated which shall be simple in construction, durable in use, and which shall effectively perform the double function of cooling the engine and regulating the speed thereof, thus doing away with the complicated mechanism now in use.

. VV'ith these and other ends in view the invention consists in the provision of a spiral rib on the sleeve, a rock-arin engaging the shaft and rib, a sparking device operated by the rock-arm, and means for advancing the sleeve on the shaft, a chamber around the cylinder and ignition-chambers, a fan on the engine arranged to force air into the said chamber for cooling the same, a cylinder connected with the cooling-chambers, a piston in said cylinder, a cut-off valve in the gas-admission pipe and connected with the said piston, whereby the pressure produced by the fan will operate the cut-off valve and the invention further comprises the novel features hereinafter set forth and then pointed out in the claims.

ln the accompanying drawings, Figure l is a side elevation of my improved internalcombustion engine. Fig. 2 is a vertical longitudinal section of the same on line 2 2, Fig. 3. Fig. 3 is a plan view. Fig. 4 is a vertical transverse section through the crank-case, fly-wheels, and fans on line 4 4, Fig. l. Fig. 5 is a vertical transverse section on line 5 5, Fig. l, through the combustion-chamberof the engine. Fig. 6 is a horizontal section through the controller for the gas and air mixture; and Fig. 7 is a detail vertical transverse section on line 7 7, Fig. 6.

Similar characters of reference indicate corresponding parts.

My improved internal-combustion engine consists of two main portions-the motorengine proper and the casing containing the fly-wheels and ventilating-fans for the cylinder of the engine. The engine-cylinder l2 has a jacket 13, which forms an annular chamber 14 around the cylinder. The cylinder is formed of two parts-the cylinder proper, l2, and a head l5--in which the combustionchamber is arranged and which is attached by bolts 16 to one end of the cylinder, the opposite end of which is attached by bolts 17 to seats cast at that side of a casing 18 adjacent to the cylinder, so that an air-tight connection between the cylinder and the casing is obtained. The engine is constructed on the principle of the four-cycle gas-engine, the piston 19 receiving four strokes or reciprocations from the driving-shaft, so as to suck in the combustible gas and air mixture, compress the same ready for ignition, then force the piston back by the force of the explosion, and next force out the gases of combustion. The head l5 of the cylinder is jacketed at its end, so as to forin a cooling-chamber 2l, which is connected with the annular chamber 14 by a side channel 22. The head' of the cylinder is provided with the usual spring-actuated inlet and outlet valves 23 and 24, one valve being connected with the inlet-pipe for the combustible gas and air mixture and the other' valve with the outlet-port for the gases of combustion. An opening 25 is arranged at the upper part of the combustion-chamber, which opening is closed by a transverse plate 26, held in central position by a bail 27, which engages by its inwardly-bent ends outwardlybent lugs 28 on the top part of the combustion-chamber, said bail carrying a central screw 29 for tightly holding the cover to its seat. This cover, closing-plate; and opening serve for giving access to the inlet and outlet valves and the ignition device in the coml'bustion-chamber, so as to permit the cleaning of the saine from time to time. The ignition device is arranged above the inletpipe for the gas and air mixture, and consists of a screw 30, which passes through the 'combustion-chamber and is connected with one pole of an electric battery, (not shown,) while sidewise of the screw 30 is arranged the second pole of the battery, which oscillates in the side wall of the combustion-chamber and is connected at its outer end with a rocking arm 3l, that receives motion at the proper time by a transmission from the crank-shaft of the engine, so as to form contact with the inner end of the screw and produce thereby the spark by which the combustible gas and air mixture is ignited. The outer end of the rocking arm 31 is placed in contact with two rollers, one roller 32 on a spring-actu ated arm 33, that is guided in a perforated lug 34 on the main portion of the cylinder 12, while the lower side of the arm is engaged by a roller 35 on the upwardly-bent end 36 of an elbow-lever 37, which is fulcrumed to a short stud 38 on the cylinder 12 and the lower shorter end 39 of which rides by an antifriction-roller 4() on a sleeve 41, that is splined to a valve-shaft 42, which is arranged alongside of and parallel with the axis of the cylinder. The splined sleeve 41 is provided with a spiral rib 43, over which the roller on the end of the shorter arm of the elbow-lever 37 rides at each rotation of the valve-shaft 42 and sleeve 41, so as to produce thereby the oscillation of the rocking arm 31 of the ignition-point and produce the ignition of the combustible gas and air mixture. The position of the sleeve 41 on the valve-shaft 42 is regulated by a lever 44, which is fulcrumed to the stud 38 and which engages by its lower forked end an annular groove 45 at the end of the sleeve 41, -as shown clearly in Fig. 1. The upper end of the lever 44 is connected by a rod 46 with a place either on the fan-casing or other stationary support, said rod being provided with a threaded end, so as to be adjusted by a screw -lever 47, and thereby the tension of a helical spring 48, which is interposed between the journal-bearing of the valve-shaft 42 and the end of the sleeve 41. By adjusting the sleeve in forward or backward direction on the valve-shaft 42 the exterior rib on the same is adjusted relatively .to the roller of the elbow-lever by which the ignition device is actuated, and thereby the period of ignition regulated for the speed of the engine. This arrangement permits the increase or retardation of the speed of the engine by timing the ignition relatively to the position. of the piston in the cylinder.

The valve-shaft 42 is provided at its front end below the combustion-chamber with two cams or knuckles 50 51, which engage the ends of levers 52 and 53, that engage, respectively, with the stems of the inlet and outlet valves, so as to lift them at the proper time. The ends of the levers 52 and 53 are provided with friction-rollers, which are held by the spring-actuated stems of the inlet and outlet valves in contact with the valve-shaft 42, said levers being pivoted on a stud at the lower part of the combustion-chamber, as shown clearly in Figs. 2 and 5.

In the supply-pipe 59 for the explosive gas and air mixture is arranged. an oscillating valve or damper 54, the pivot of which is provided with a slotted lever 55, that is engaged by a hollow plunger 56, which is guided in a tubular casing 57, arranged alongside of the casing of the valve 54, as shown in detail in Figs. 6 and 7. The casing of the plunger is provided with an elbow-pipe, which is connected with an outlet-pipe 58 of the jacket 13. The jacket is supplied with a continuous supply of air from a source controlled by the engine, as will be presently described, which air passes into the cooling-jacket at either side of the same through channels and 86 to be presently described. Internal ribs or partitions are arranged in the coolingjacket, as shown in dotted lines in Figs. 1 and 2, so that on one side of the cylinder, as shown in Fig. 1, an upward direction is imparted to the air, as shown by thev arrows or, after which the air passes rearwardly to and through the rear portion 21 of the cooling-jacket, as shown by arrows y. The air then takes a downward course, as shown by arrows z, and finally passes through the outlet-pipe 58. Upon the opposite side of the cylinderl the cooling-air takes a different course, due to the absence of valves, &c., upon that side. Only a slight upward direction is imparted to the air, its course being shown by the arrows in Fig. 2. After reaching the rear chamber 21 the course of the cooling-air is the samevas that which enters at the opposite side 0f the` engine. The air from both sides of the cooling-jaeketafter passing out through the outlet-pipe 58 enters the casing 57 and moves the plunger out to a slight degree until a slot or opening 94 in said plunger is slightly uncovered to the atmosphere, thereby allowing ythe circulation of they air; However, when the speed of the engine increases too greatly and the supply of air is increased the plunger is moved out farther and a'greater amount of air is permitted tol escape. The plunger is connected, by means of the rod 55, with the damper 54, a pin 46Z on said plunger being movable-in a longitudinal slot 49y in said rod, so that the movement of said plunger controls the movement of the damper 54. Vhen said plunger is in its outermost position, due to great speed of the engine and alarge supply of cooling-air, the damper 54 is closed, so as to entirely cut off the supply of combustible gases until the speed of the engine is reduced to normal, as will be readily understood. A spring 20 in the casing normally holds the plunger in such a position that there is a complete circulation of air and the damper 54-is in open position. It will thus be seen that the supply of cooling-air acts so as to efficiently regulate the speed of the engine, and as this supply of air is furnished by the power of the engine, as will be later described, and is in turn regulated by the speed thereof, an effective governor is supplied for the engine, the cooling-air being thus adapted to perform two functions-viz., the cooling and governing of the engine.

The supply of air for cooling the cylinder is obtained by fans that are located in the casing 1S. This casing is made of sufficient width to provide sufficient space at the center for two fly-wheels 60, which are mounted on the inner ends of two driving-shafts 61 62 and connected by a wrist-pin 63 with the pitman of the piston. The center part of the casing is closed and the fly-wheels provided with suitable openings in the web portion of the same. It is preferable to supply the casing with lubricating-oil at a point above the driving-shaft, so that the crank-pins and flywheels run in oil. In the hub of the Vflywheels is arranged a supplyopening 64, which communicates with a longitudinal bore in the driving-shaft, so as to supply the necessary lubricating-oil to the journal-bearings of the shaft. On one end of the drivingshaft 61 is arranged a worm 65, by which motion is transmitted to a wormgear 66, which is mounted on the end of the valveshaft L12, supported on the casing 18, said valve-shaft passing through a stuffing-box to the interior of the casing. This gear 66 transmits rotary motion to the valve-shaft 42, so as to actuate by its said cams the inlet and outlet valves and the igniting device at the proper time, as before described.

At both sides of the closed central portion of the casing 1S are arranged spaces 67 and 68, in which the ventilating-fans 69 and 70 are arranged. The hubs 71 and 72 of the fans turn loosely on the driving-shafts 61 and 62. The journal-bearings for the driving-shafts are arranged in the partitionwalls of the casing and in the side walls of the same, the ends of the crank-shafts being shouldered, so as to arrange between said shoulders and the hubs of the Ventilatingfans the motion-transmitting gear-wheels 73 and 74, which mesh with pinions 75 and 76 on shorter shafts 77 and 7S, that are supported in journal-bearings of the casing and an exterior journal-bearing, said pinions being placed sidewise of the crank-shaft, while larger gear-wheels 79 and 8O on the studshafts mesh. with pinions S1 and 82 on the hubs of the fans, so as to impart a greater speed to the fans than that of the fly-wheels. The casing is constructed of two flanged semisections S3 and S4, which are bolted together on an inclined line, as shown clearly in Fig. 1, so as to permit the removing of the casing and to give access to the' interior of the same for repairs. Each side of the casing is provided in the side spaces with a screened opening, through which the air is sucked in by the fans, said air being then forced by the Ventilating-fans through the curved channels 85 and S6 from the side spaces of the casing into the rear end of the jacket 13, so that the same is continuously supplied with a large quantity of air for cooling the surfaces of the cylinder and the head of the combustion-chamber, the connection between the curved channels and the acket being made by bolts located at opposite sides at the ends of the cylinder.

The ends of the driving-shaft are preferably inclosed in suitable boxes, (not shown,) so as to prevent the escape of the oil in the same. The fan-blades are preferably made of suitable light metal, such as aluminium, and are attached to the outer ends of arms radiating from the hub of the fans.

M f im roved internal-combustion enoine' is operated in the usual manner of four-cycle engines by the valve-shaft, which forms the connection between the crank-shaft and the inlet and outlet valves in the combustionchamber. By arranging two fly-wheels on the crank-shaft the same is properly balanced, so that the piston is uniformly carried over the dead-points, while the Ventilatingfans, rotating at a higher speed than the 'flywheels, furnish a large quantity of air for cooling the cylinder and its combustionchamber. All parts are readily accessible for lubrication and repairs, so that an effective motor-engine for automobiles and other purposes is obtained.

Having thus described my invention, I claim as new and desire to secure by Letters Patent- 1. ln an internal-combustion engine, the combination with the cylinder, of an airchamber surrounding the same, an engineshaft, a fan rotated by the same, a casing for said fan, a passage-way between said casing and said air-chamber, a cylinder connected with said chamber, a plunger in said lastnamed cylinder and a damper in the engine feed-pipe controlled by said plunger.

2. In an internal-combustion engine, the combination with the cylinder, of an airchamber surrounding the same, an engineshaft, a fan operated by the same, means for conducting the air from said fan to said airchamber, a cylinder connected with said airchamber, a plunger in said last-named cylinder, a damper in the engine feed-pipe, means for connecting said damper and said plunger, and means for normally holding the damper in open position.

3. In an internal-combustion engine, the combination with the cylinder, of an airchamber surrounding the same, an engineshaft, a fan operated by the same, means for conducting the air from said fan to said airchamber, a cylinder connected with said airehamber, a hollow plunger in said lastnamed cylinder, said plunger having an opening adapted to communicate with the atmosphere at one end of its stroke, a damper in the engine feed-pipe, means for connecting said damper and said plunger, and means for normally holding the damper in open position.

4. In an vinternal-combustion engine, the combination of an engine-shaft, a fan arranged adjacent theengine-shaft, gearing connecting the fan with the engine-shaft for imparting a greater speed to the farnan airchamber surrounding the engine-cylinder, means for conducting the air from the fan to the said air-chamber, a cylinder connected With said chamber, a plunger in said lastnamed cylinder, a damper in the engine feedpipe, a rod connecting said. damper and said plunger', and means for normally holding said damper in open position.

5. In an internal-combustion engine having a cooling-chamber surrounding the cylinder, fans driven by the engine-shaft and rotatable in housings at either side of the crank portion thereof, channels for conducting the air from said housings to said cooling-chamber at either side of the cylinder, a cylinder in communication with said cooling-chamber, a plunger in said last-named cylinder, and .means operable by said plunger for governing the fuel-supply.

6. In an internal-combustion engine having a cooling-chamber surrounding the cylinder thereof7 means operated by the engine for supplying a cooling medium to said chamber, a cylinder in communication with said chamber, a hollow plunger in said lastnamed cylinder,said plunger being provided with an opening for communication with the atmosphere and havinga plurality of openings in the inner face thereof, and means operable by said plunger for governing the fuelsupply.

7 In an internal-combustion engine having a coolin -chamber surrounding the cylinder thereof, means operated by the engine for supplying a cooling medium to said chamber, a cylinder in communication with said chamber, a plunger in said last-named cylinder provided With an outwardly-projecting pin, a damper in the engine 'feed-pipe, a longitudinally-slotted rod iXed to said damper and having its slot engaging the pin on said plunger, and means for normally holding said damper in open position.

In testimony that I claim the foregoing as my invention I have signed rny name in presence of two subscribing Witnesses.

ANTON MARKMAN.

I/Vitnesses:

PAUL GOEPEL, HENRY J. SUHRBIER. 

